Triple valve.



w. 0. WEBSTER &' J. IL &.E A. LACY." TRIPLE VALVE. 0

APPLICATION; FILED FEB. 21,191 1. I

' [Patented 0001,1912;

entrain STATES PATENT ovnron."

ESTER, AND JAMES I. LACY, OE DUBOIS; AND El'lWARD A. LACY, F GALE- TGN, PE'NZJSYLVAIIIA, ASSIGNORS TO BUFFALO AIR BRAKE 30., OF BUFFALQ, NEW

YORK, A CORPORATION ARIZONA.

TRIPLE VALVE.

To (5.?! {177.21 7}? it may concern:

Be it known that we. Wr'nn s C. ll' nnsrnn and James I. LACY, rsidingat Dubo s, in

the county of Clearfield and State of Pennsylvania, and EDWARD A. LACY, residing at (laleton, in the county of Potter and State of Pennsylvania. all citizens of the United States, have invented certain new and useful improvements in. Triple Valves: and we do hereby declare the following to be a full, clear, and exact description of the invention, such will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to fluid pressure train brakes, and more specially to triple val and the primary object is to provide a con. iction by which a portion of the fluid quired for service application of the brakes will be-drawn from the train pipe instead 0.13 from the auxiliary reservoir, thus saving fluid which was previously ycnted to the atmosphere.

[it further object is to provide a construction which will equalize pressure between the auxiliary reservoir and the train pipe in the service position.

it. further object is to provide a system by which the brake cylinder pressures in service application will be the same throughout the train, regardlcss of piston travel or lealtage. and a still further object is to auto niatically maintain constant brake cylinder pressure in long continued service applicaat. iion with the engineers brake valve in running position.

With the above and other objects in view the invention consists primarily in an auxiliary alve, which we call a, brake cylinder supply valve, adapted for attachment to a quick-action triple valve of the standard type.

'ilze invention further consists in certain minor changes in the structure of the triple valve proper to enable it to co-act with the auxiliary valve for the purposes above stated.

The invention still further consists in means for suppt g the train. pipe with main reservoir airdni g seri ice application. I

The invention further consists in a certain v Specification of "Letters Patent. H

Figure 1 is a side elevation in part section of a triple valve constructed in accordance with the invention. elevation of the auxiliary valve. Fig. 31s

Patented. Oct. 1,1912. Application filed February .31, i911. Serial No. 610,053. 7

Fig. 2 is a sectional I a detail side elevation ofthe slideyalve.

Fig. 4' is a longitudinal "sectional view of the slide valve bushing. 5 is a longitudinal section of the modified engineers valve. Fig, 6 shows a transverse section of the same through the line 6-6 of Fig. 5.

Referring more specifically to these drawings, in which similar reference numerals designate corresponding parts throughout the several. views, 1 indicates the body of the triple valve which as shown is of the standa rd quick-action type. As is apparent from the drawings, the valve is largely made up of standard parts, and where parts ordetails are not specifically described it is to be understood that they are of the common type and not concerned with the invention except as necessary elements to form an operative entirety.

On one side of the valve body a face 2 s finished in which are found the tapped holes 3. A port 4 in the face 2 is connected by a passage 5, preferably cored in the wall of the valve body, with the port 6 which opens into the chamber between the checkvalve and the rubber-seated valve, these latter parts being of standard construction. A second port 7 in the face 2 is connected by a passage 8 with a port 9 in the slide valve bushing 11. In the bushing or liner 12 of the main piston 13 is formed a spiral groove 14 of two turns, the pitch being such that the axial length of the spiral slightly exceeds the thicknessoi": the lston 13. This groove is approximately midway the length of the liner 12 so. that in the service position of the piston 13 the groove will open c'omnnmication around the piston. In the slide valve 15 is formed a downwardly opening cavity 16, which in the service position of the slide valve, registers with the port 9 of the bushing. Connecting this cavity 16 with. the graduating valve port 10 is a passage 16 by means of which communication'is established with the brake cylinder through the passage 12 which we call the .brake cylinder supply" Referring to Fig. 2, the auxiliary valve,

tion 15, and an upper body portion 17 threaded into the lower-port1on'\ as' at 18. The back face of theportion 15 is finished to seat upon the face and provided with laterally extending drilled lugs 16, the openings of which are adapted to register with the tapped holes 3 so that the auxiliary.

valve may be secured by bolts or studs to the body of the triple valve. The lower half 15" of the body is divided into two chambers and 20 by a partition wall 21, said wall having an opening in its center in which is secured the valve bushing and seat 22. A cone shaped valve 23 is adapted to seat at 22, the seating of the valve being effected by the pressure of the coil spring 24 which surrounds the stem of the valve and is compressed by a'cap member. 25 threaded into a tapped opening 26 in the bottom of the body. Adjacent the upper portion of the body member 15 the walls are extended inwardly to form an annular shoulder 27 against which is clamped a diaphragm 28, the clamping being eiiected by the lower edge 29 of the part 17. The diaphragm 28 is as shown of annular .form, the centralvthreads engaging the external threads of the sleeve As is clearly-shown in the drawing's, the lower end of the stem 31 is formed with a small cavity 87 in which engages the conical point of'the valve 23. A port 38 is formed in the back wall of the chamber 19 and a second port 39 in the back wall of the chamber 20, these ports being so positioned as to register respectively with the ports 4: and 7 in the,fac'e 2 when the auxiliary valve is secured in its proper position on that face.

The operation ofth'e valve'is as follows. By means of the sleeve 35, the coil spring is adjusted so that the diaphragm 28 will be forced upward to permit the closing of the valve 23 when the pressure in. the chamber 20 is equal to the desired service pressure of the brake cylinder. The engineers valve be- This "lease of pressure in the train pipe will pervalve, is seen to consist of a lower body porsame time the cavity 16 registers mit the main piston 13 to travel to the left under the excess pressure of the auxiliary reservoir. The movementof this piston will first open the graduating valve, then pick up the slide valve, as in standard practice.

-As this latter valve moves to the left the port 10 registers with the port 12 and communication is opened between the auxiliary reservoir and. the brake cylinder. At the with the port 9 of the slide valve bushing, forming communication between the slide valve regulating passage and the chamber 20. The escape of air from the auxiliary reservoir into the brake cylinder will in general reduce the pressure in the former below that of the reduced train line pressure. The piston 13 will hence be moved back into the position in Fig. 1, which is called the service lap position, and in this position the graduating valve is on its seat thus closing communication between the auxiliary reservoir and the brake cylinder. The passage 16 howeverwhich connects the cavity 16 with the port 10 enters the slide valve passage on the brake cylinder side of the graduating valve, and communication is thus maintained between the chamber 20 and the brake cylinder. Should the brake cylinder pressure be lower than that forwhich the diaphragm adjusting spring is set the valve 23 will be forced from its seat and train pipe air ontering through the check valve 'will build up and maintain the brake cylinder pressure at the desired point, regardless of leakage losses, excessive piston travel, or other nnperfectlons of the brake mechanism proper. It 1s intended that the larger volume of airfor the application of the brakes 'should'be drawn from the train pipe, the reduction of pressure in the auxiliary reservoir being just suiiicient to operate the main piston. In the service lap position of the main piston it will be seen that communication is opened between the auxiliary reservoir and the train pi e through the spiral leakage groove, and the auxiliary reservoir pressure thus builds up that of the train pipe while the service application continues.

It willbe seen that it is only necessary to vent enough air from the train pipe to the atmosphere to operate the main piston. of the triple valve on the first car. \Vhen this valve is opened sufiicieni air will vent into the brake cylinder of that car to operate the second valve, and so on throughout the length of the train. Vhen the enginccfs valve is set inthe emergency position, the

over-travcl of the niain-piston will operate to open direct communication between, the train pipe and the brake cylinder, the portions of the triple valve concerned with emergency operation being unaltered by the modification described. In order to main tain train line pressure during service appli cation we provide a slightly modified form of enginoerls valve, having two train line control valves, one adapted to feed thetrain line from the main reservoir when the engineers valve is in the full release position and adapted to cut oil automatically at 80 pounds or any desired pressure, theother 'one adapted to feed the train line when the engineers valve is in the running position and adapted to cut off at 70 pounds or any desired pressure. As 80'pounds is the standard pressure to release the brakes the train line will be fed with the brakes applied by placing the en 'meers valve in running position which leeds the train line at 70- pounds pressure. Figs. 5 and 6 show our modified form of engineers valve together with, their control valves. Where parts and details are not specifically described it is to be understood that they are of the common type and not; concernedwith the invention except as necessary elements to form an operative entirety. Referring more specifically to Figs. 5 and 6, 41 designates the 'engineers valve proper and 42 and 43 the control valves adapted to act therewith. The train line control valve 42 is adapted to act when the engineers valve is in full release position, and feeds at 80 pounds or any desired pressure, while the:

valve 43 feeds at 70 pounds or any desired pressure withthe engineers valve in run ning-position. As the operation of the valves 42 and 43 is identical we have shown I the engineers valve 41 in running position desired pressure has been reached, the spring only. The stem of the controlling valve 43 is pressed against the top of the piston by a light spring at the top. Air enters the chamber 45 of the valve 4l and passes to the top 46 of the control valve 43 by the port 47 and passage 48 and flows down beneath the valve 49 and into the cavityabove the piston 50. Itthen turns and flows out to the engineers valve 41 below the piston through the port 51 and passage 52 and from them to the train line by the port 54." As the pressure above the piston 50 increases the latter is forced down compressing the spring 55 until, when a pressure of pounds or any is pressed to such an extent that the valve 49 is permitted to close and thus shut oil fur ther supply of air. hen the engineers valve is in full release position the control valve 42 will be operated in the same manner, the air passing into it by the port 56 and passage 57, and passing back to the engineers valve under pressure of pounds or any desired pressure by the port 5 8 and passage 59 and down to the train line by port 54. It will therefore be seen that we have so modified the engineers valve that it will furnish air to the train line at 70 pounds or any desired pressure when in running position and at 80 pounds or any desired pres-' sure when in full release position. What we claim is:

1. In a fluid pressure brake, including a triple valve'adapted to oo-act with a train pipe, an auxiliary reservoir, and brake cylinder, said valve, including a main piston and a slide valve operated thereby, a reducing valve connected with said train pipe, and means whereby the movement of with said train pipe'and with a port in the bushing of said slide valve, whereby the movement of said slide valve to the service position will cause one of said ports of the slide valve passage to register with said bushing portend the other of said ports to register with theopening of a passage coinmun-icating with said brake cylinder.

3. A fluid pressure brake, comprising a triple valve adapted to co-act'with a train pipe, an auxiliary reservoir and a brake cylinder, said valve including a slide valve having a passage therethrough, one'end of said passage opening into the slide valve chamber, the other end opening on the bearing face ofsaid valve, a graduating valve adapated to close said passage, and a second passage having one opening on the bearing face of the valve'and the other in the wall of said first named passage and beyond said graduating valve, and means whereby said last mentioned passage will be put into communication with said train pipe when the slide valve moves to the service position.

4. A fluid pressure brake, comprising a triple valve adapted to co-act with a train pipe, an auxiliary reservoir and a brake cylinder, said valve, including a slide valve having a passage therethrough, one end of.

said passage opening" into the slide valve chamber, the other end opening on; the hearing face of the valve, a graduating valve adapted to close said passage, a second passage 1n the slide valve, saidsecond passage having: one opening on the bearing face of said 'valve and the other in the'wall 0t said first named passage and beyond said graduating valve, a reducing valve, and means,

whereby said last mentioned passage will be put into communication with said train pipe, through said reducing valve, when the slide valve moves to the service position.

5;,Afiuid pressure brake, comprising a triple valve adapted to co-act w th a train &

pipe, an auxiliary. reservoir and a brake eylinder, said valve, including a body portion and a slide valve, a reducing valve adapted to be secured to the Wall of said bod portion, said wall having passages therethniugh, one of said'passages connecting the train pipe, through a check valve, With said re ducing valve, another of said passages connecting said reducing valve with a port in the bearing face of the slide valve bushing, and a graduating pin carried in said slide valve and adapted to close the service application passage in said valve, said valve having a second passage leading from the brake cylinder sideof said graduating pin to the bearing face of said valve, and adapted to register with said bushing port when the slide valve moves to the operative position.

6. In a fluid pressure train brake system, the combination of a triple valve including a slide valve and a check valve, of a reducing valve attached to and eo-acting with said triple valve, said reducing valve consisting of a casing, a partition Wall in said casing forming an upper and a lower casing, said Wall being provided with a valve seat, a valve for said seat, a port communicating between the Upper chamber and the slide valveof the triple valve, and a port coininunieating between the lower chamber and the check valve of the triple 'alve.

In testimony whereof, \ve ailiX our signatures, in the presence of two witnesses.

WILLIS C. WEBSTER.

JAMES I. LACY.

EDWARD A. LACY.

Witnesses M. J. GLEASON, R. VERNE BLOOM.

Copies of this patent may be obtained for five .cents each, by addressing the Commissioner of Patents,

, Washington, D. C. 

